METROWEST PHASE 1 Outline Business Case Appendix 2.3 Social Impact Appraisal Report

Transcription

1 METROWEST PHASE 1 Outline Business Case Appendix 2.3 Social Impact Appraisal Report December 2017

2 OUTLINE BUSINESS CASE ECONOMIC CASE MetroWest Phase 1 Social Impact Appraisal Report Prepared for West of England Councils December The Square Temple Quay Bristol BS1 6DG

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4 Contents Section Page Document History... vii Acronyms and Abbreviations... viii Introduction Background The MetroWest Programme MetroWest Phase Scheme Objectives Summary of Scheme Impacts Purpose and structure of this report Road Traffic Accidents Introduction COBA LT Specifications Scheme Input File Overview Scheme Input File Accident Data COBA LT Analysis Results Summary Physical Activity Introduction Works affecting NMUs Portishead Sheepway Public Rights of Way south of Portbury Dock Ashton Vale Reporting Physical Activity Impacts in the Appraisal Summary Table Calculating Physical Activity Impacts Assessment of Impact of Active Modes Existing NMU data Summary Security Introduction Scheme Design Along the line At the stations Portishead Pill Station Summary Severance Introduction Severance Assessment Summary Journey Quality Introduction Traveller Care Increased frequencies on Severn Beach line and local stations to Bath Introduction of passenger rail services to Portishead and Pill III

5 CONTENTS Section Page 6.3 Traveller Views Increased frequencies on Severn Beach line and local stations to Bath Introduction of passenger rail services to Portishead and Pill Traveller Stress Increased frequencies on Severn Beach line and local stations to Bath Introduction of passenger rail services to Portishead and Pill Summary Option and Non use Values Rationale Calculation Accessibility Introduction Existing stations New stations Summary Personal Affordability Introduction Methodology Deprivation Portishead to BTM Deprivation Avonmouth to Bath Appraisal of Affordability Portishead to BTM Affordability Car Affordability Public Transport Affordability Active Modes Appraisal of Affordability Avonmouth to Bath Spa Affordability car Affordability Public Transport Summary Summary and Conclusions Appendices Appendix A Appraisal Summary Table (AST) Tables Table 2.1: COBA LT scheme input file structure Table 2.2: COBA LT results economic and accident summaries Table 2.3: COBA LT results casualty summary Table 3.1: Qualitative 7 point scale of s on active modes Table 3.2: Cycle Path (NCR 26) users between Portishead and Pill Table 3.3: Summary of NMU count data in and around Portishead Table 3.4: NMUs at Ashton Vale level crossing Table 4.1: Security Indicators for public transport passengers Table 5.1: Assessment of Change in Severance IV

6 Section Table 5.2: Severance s and mitigation CONTENTS Page Table 7.1: Option and non use values from TAG databook Table 7.2: MetroWest Phase 1 monetised option values Table 9.1: Grading System for Personal Affordability Table 9.2: Ranking of Deprivation Portishead to Bristol Temple Meads Table 9.3: Ranking of Deprivation Avonmouth to Bath Spa Table 9.4: Portishead to Bristol Temple Meads: Assessment of Monetary Items by Area Table 9.5: Avonmouth to Bath: Assessment of Monetary Items by Area Figures Figure 1 1: MetroWest Phase 1 network Figure 2 1: COBA LT analysis of road network in West of England Figure 2 2: COBA LT analysis accidents cost on links Figure 8 1: Accessibility to Temple Meads area existing (AM peak, rail only, walk to station) Figure 8 2: Accessibility to Temple Meads area with MetroWest Phase 1 (AM peak, rail only, walk to station) Figure 8 3: Accessibility to Temple Meads area existing public transport (AM peak) Figure 8 4: Accessibility to Temple Meads area with MetroWest Phase 1 (AM peak) Figure 8 5: Accessibility to Bristol City Centre existing public transport (AM peak) Figure 8 6: Accessibility to Bristol City Centre with MetroWest Phase 1 (AM peak) V

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8 DOCUMENT HISTORY Document History MetroWest Phase 1 Outline Business Case Economic Case Social Impact Appraisal Report FINAL REPORT Reference Number: Client Name: CM.64.01/SIAR West of England Councils This document has been issued and amended as follows: Version Date Description Created by Verified by Approved by th December 2017 First Draft LJ/GW HS HS th December 2017 Revised Draft LJ/GW HS/GW HS th December 2017 FINAL LJ/GW HS/GW HS VII

9 ACRONYMS AND ABBREVIATIONS Acronyms and Abbreviations AQMA Air Quality Management Area B&NES Bath and North East Somerset Council BCC Bristol City Council BRITES Bristol Integrated Transport and Environment Study CP5 Control Period 5 CRD City Region Deal DCO Development Consent Order DfT Department for Transport EAST Early Assessment Summary Tool GLT Guided Light Transit GRIP Governance for Railway Infrastructure Projects GVA Gross Value Added GWR Great Western Railway GWML Great Western Main Line IEP Intercity Express Programme JLTP Joint Local Transport Plan JSP Joint Spatial Plan JTB Joint Transport Board JTS Joint Transport Study LEP Local Enterprise Partnership LTPP Long Term Planning Process NCN National Cycle Network NMU Non Motorised User NR Network Rail NSC North Somerset Council OAR Option Assessment Report OBC Outline Business Case PBC Preliminary Business Case PEIR Preliminary Environmental Impact Report RUS Route Utilisation Strategy SEP Strategic Economic Plan SGC South Gloucestershire Council TAG Transport Appraisal Guidance TQEZ Temple Quay Enterprise Zone WoE West of England VIII

10 SECTION 1 Introduction 1.1 Background CH2M has been appointed to prepare an Social Impacts Appraisal Report for MetroWest Phase 1. This forms part of the Department for Transport s (DfT) Transport Appraisal Process, as part of the development of an Outline Business Case (OBC). The OBC is being prepared in support of a submission to the Large Major Scheme fund in December The MetroWest Programme The West of England (WoE) councils are progressing plans to invest in the local rail network over the next ten years through the MetroWest programme. The MetroWest programme comprises: The MetroWest Phase 1 project; The MetroWest Phase 2 project; A range of station re opening/new station projects; and Smaller scale enhancements projects for the WoE local rail network. MetroWest is being jointly promoted and developed by the four WoE councils: Bath & North East Somerset Council (B&NES), Bristol City Council (BCC), North Somerset Council (NSC) and South Gloucestershire Council (SGC). The MetroWest programme will address the core issue of transport network resilience, through targeted investment to increase both the capacity and accessibility of the local rail network. The MetroWest concept is to deliver an enhanced local rail offer for the subregion comprising: Existing and disused rail corridors feeding into Bristol; Increased service frequency; cross Bristol service patterns (e.g. Bath to Severn Beach); and A Metro type service appropriate for a city region. The MetroWest programme will complement the investment being made by Network Rail (NR) and extend the benefits of projects such as the electrification of the Great Western main line. The programme is to be delivered over the next five to ten years during Network Rail Control Period 5 (2014 to 2019) and Control Period 6 (2019 to 2024). 1.3 MetroWest Phase 1 The MetroWest Phase 1 project includes the delivery of infrastructure and passenger train operations to provide: Half hourly service for the Severn Beach Line as far as Avonmouth (hourly for St. Andrews Road and Severn Beach stations); Half hourly service for the Keynsham and Oldfield Park local stations on the Bath Spa to Bristol Line; and Hourly service (or an hourly service plus) for a reopened Portishead Line, with new stations at Portishead and Pill. The whole of MetroWest Phase 1 will be operational in Enhanced services on the Severn Beach line could begin in 2020 and re opening of the Portishead line will follow in For the Portishead Line either an hourly or an hourly plus passenger train service is proposed. The difference between an hourly service and an hourly service plus is: 1 1

11 SECTION 1 INTRODUCTION Hourly service Passenger trains operating hourly all day between Portishead and Bristol Temple Meads, calling at Pill, Parson Street, and Bedminster. Providing up to 18 trains in each direction per day (Mon Sat), and up to 10 trains on Sundays, utilising one train set all day. Hourly service plus trains operating every 45 minutes during the am and pm peak and hourly off peak, between Portishead and Bristol Temple Meads, calling at Pill, Parson Street, and Bedminster. Providing up to 20 trains in each direction per day (Mon Sat), and up to 10 trains on Sundays, utilising one train set all day and an additional set during the am and pm peaks. Note though that, while the infrastructure required to deliver the hourly service plus on the Portishead line is identical to that required for an hourly service, it has not been appraised as part of the OBC. Only the hourly service has been considered at this stage, because analysis to confirm the shape of an hourly service plus is still on going. Note also that, although infrastructure for an hourly service (or hourly service plus) is being provided at this stage, it remains the aspiration of the promoting authorities to develop a 30 minute service in the future. Figure 1.1 shows the proposed MetroWest Phase 1 passenger network with a more harmonised service frequency, providing the foundation for Metro local rail network. 1.4 Scheme Objectives The MetroWest Phase 1 principal business objectives are: 1 2 Figure 1 1: MetroWest Phase 1 network To support economic growth, through enhancing the transport links to the Temple Quarter Enterprise Zone (TQEZ) and into and across Bristol city centre, from the Portishead, Bath and Avonmouth and Severn Beach arterial corridors; To deliver a more resilient transport offer, providing more attractive and guaranteed (futureproofed) journey times for commuters, business and residents into and across Bristol, through better utilisation of strategic heavy rail corridors from Portishead, Bath and Avonmouth, and Severn Beach; To improve accessibility to the rail network with new and reopened rail stations and reduce the cost (generalised cost) of travel for commuters, business and residents; and To make a positive contribution to social well being, life opportunities and improving quality of life, across the three arterial corridors.

12 In addition, the MetroWest Phase 1 supporting objectives are: SECTION 1 INTRODUCTION To contribute to reducing traffic congestion relative to a Do Minimum scenario (as opposed to current levels of congestion) on the Portishead, Bath and Avonmouth, and Severn Beach arterial corridors; To contribute to enhancing the capacity of the local rail network, in terms of seats per hour in the AM and PM peak; and To contribute to reducing the overall environmental of the transport network. 1.5 Summary of Scheme Impacts MetroWest Phase 1 will deliver the following benefits: Increase the local economy by generating 264M of Gross Value Added (GVA) in first ten years from opening) and creating 514 net new permanent jobs; Enhance rail capacity by delivering over 600 additional seats per hour for the local rail network, which in turn will extend the benefits of Network Rail s Western Route Modernisation Programme; Deliver a reliable and more frequent public transport service, directly benefitting 180,000 people within 1km of 16 existing stations, with enhanced train service frequency; Increase the number of people living within 30 minutes travel time of key employment areas, such as TQEZ; Reduce highway congestion on arterial corridors, including A369 between Portishead and Bristol, significantly improving network resilience; Provide competitive journey times from Portishead and Pill to Bristol Temple Meads; Improve accessibility to sites for new homes and employment development in proximity to the rail corridors and bring an additional 50,000+ people within the immediate catchment of the rail network with new stations at Portishead and Pill; Reduce overall environmental, resulting in improved air quality, on key arterial highway routes; Provide attractive mode choice and capacity for journeys to work (alternatives to single occupancy car based travel) addressing long term car dependency; and Provide wide ranging social/health benefits. In summary, the MetroWest Phase 1 scheme could add a net total of over 950,000 new rail journeys to the network in 2021 (rising to almost 1.3m in 2036). Service improvements at existing stations are forecast to generate over 600,000 new rail trips in 2021 (over 800,000 in 2036). New stations demand forecasts indicate that around 320,000 passengers would use the proposed station at Portishead in 2021, rising to over 430,000 by Pill station generates over 53,000 users in 2021, and over 72,000 in Benchmarking indicates that the demand forecast for Portishead and Pill is in line with expectations for stations of their size and catchment, with the services provide. With an hourly service, while initially there is sufficient capacity, there is however scope for crowding from 2030 onwards. This could be alleviated though if proposals to run infill peak time services are achieved. The MetroWest Phase 1 OBC Forecasting Report provides details of forecasting and modelling work undertaken to assess the proposed MetroWest Phase 1 OBC scheme. 1 3

13 SECTION 1 INTRODUCTION 1.6 Purpose and structure of this report This Social Impact Appraisal Report has been prepared to set out the findings from the technical work undertaken with relation to: Accidents Physical activity Security Severance Journey quality Option and non use values Accessibility Personal affordability The report includes a mix of analysis, based on the relative importance and data availability for the different elements. Wherever possible, analysis has been undertaken to quantify and monetise the s so robust values can be presented in the appraisal. The output of each section is a summary of the anticipated of the scheme, as presented in the Appraisal Summary Table. After this introductory chapter, the remainder of the social s appraisal report follows the structure above, with a chapter for each of the s listed. 1 4

14 SECTION 2 Road Traffic Accidents 2.1 Introduction This section has been prepared to appraise the of the MetroWest Phase 1 scheme introduction on road traffic accidents. The assessment has been carried out using the DfT s Cost and Benefit to Accidents Light Touch (COBA LT) software, which compares the accidents and costs associated with them, based on road network details (road type, speed limit etc.), forecasted traffic volume, accident rates and economical parameters which monetise and discount the accidents costs. Forecast traffic volume for different scenarios as well as road characteristics were taken from GBATS4, as the strategic transport model representing road traffic movement around the West of England Area (WoE). Additionally, speed limit and accidents data ( ) for the WoE region was processed and used as the remaining part of the COBA LT input. 2.2 COBA LT Specifications The scheme on road traffic accident costs was performed using the latest version of COBA LT (cobalt2013_02.xls). Two input files were required to proceed the calculation process: Scheme input file requires road network characteristics to be specified in three possible ways: link based, junction based, or combined. For this analysis, the combined approach was used as the area of coverage is wide, and specific locations were not anticipated to be affected; and Economic parameter input file contains data e.g. costs of accidents and costs growth rates. The standard parameter file shared by DfT (cobalt webtag parameters.txt) has been used. 2.3 Scheme Input File Overview The main part contains elements defining the modelled scheme area, such as the network and traffic flows corresponding with it. Apart from that, it allows historical accident data to be inputted to each link, enabling the network section to more realistically represent the area of interest. Alternatively, the accidents data can be omitted and national averages utilised in the benefit assessment. The structure of the scheme input file used for MetroWest Phase 1 cost of accident analysis, along with sources of information, is presented in Table 2.1. Table 2.1: COBA LT scheme input file structure Input file subsection Data item Source or value Years Current Year 2017 Classification (for each link) Flow (for each link) Local Accident Rate (for each link) Base Year 2013 Year Year Scheme Opening Year 2021 Link name Link type Length (km) Speed limit (mph) Base year AADT Do Minimum AADT for Years 1 & 2 Do Something AADT for Years 1 & 2 Total observed accidents by road and year GBATS4 network Based on GBATS4 Capacity Index GBATS4 network GBATS4 network and other information GBATS4 GBATS4 GBATS4 STATS19 2 1

15 SECTION 2 ROAD TRAFFIC ACCIDENTS The network defined in the scheme input file has been presented on Figure Figure 2 1: COBA LT analysis of road network in West of England COBA LT assumes that all links defined within the network section are two way, however inside the GBATS4 SATURN model, links represent each direction separately (unless given link represents onedirectional road by definition). To take account of this, SATURN s Coba Link value, which identifies each two directional link in the model (allocating the same parameter value to every link representing the same stretch of road in each direction), was extracted along with other data, such as traffic flows, free flow speeds and link length. Allocation of speed limits to each of the analysed links was made initially through usage of modelled free flow speed. These were then compared against speed data provided and adjusted where necessary. The exception were the links with speed limit of 20mph. COBA LT assumes that no accidents occur on these links, which is not necessarily correct. To overcome this, the speed limit for these links was altered from 20 to 30 mph. If link characteristics, other than flow (i.e. link type), changes between analysed scenarios i.e. Base, Do minimum, Do something, separate link entries are needed within the input file for each scenario. For example, if link type changes from 4 in Base to 6 in Do minimum there are separate entries for the Base (link type = 4, forecast flow = 0) and Do minimum (link type = 6, base flow = 0). 2.4 Scheme Input File Accident Data Historical accident data can be provided for COBA LT, so local conditions can be considered and it reflects reality satisfactorily. They can be included within the input file as either: Absolute number of accidents on a given link for a maximum of 5 consecutive years; and Calculated accidents rate (Personal Injury Accidents per million vehicle kilometres). For this accident costs analysis, STATS19 absolute number of observed accidents for the period was utilised. Accident to link allocation was done through GIS analysis, where initially a

16 SECTION 2 ROAD TRAFFIC ACCIDENTS 10 metre buffer around each link within the analysis area was made. Any accident within that buffer was then allocated to a link. Any new link included in forecast scenarios uses accidents national averages from within the economic parameter file, which differentiate link type and speed limits. 2.5 COBA LT Analysis Results COBA LT produces results based on traffic flow comparisons on a given link type between Dominimum and Do something scenarios. The output figures represent three main parts: Economic summary monetised costs of the accidents in Do minimum and Do something scenarios, along with the difference between them, indicating the actual of the scheme; Accident summary consists of the total number of accidents occurring in both Do minimum and Do something scenarios, along with the difference between them; and Casualty summary consists of the total number of accident victims divided between 3 groups: Fatal, Serious and Slight, within the Do minimum and Do something scenarios with the difference between them. Accident costs analysis for MetroWest Phase 1 were set up with 2 forecast years: 2021 and Summarised results over a 60 year appraisal period are presented in Tables 2.2 and 2.3. Table 2.2: COBA LT results economic and accident summaries Scenario Accident cost ( 000) Accident numbers Without scheme 2,138, ,240.0 With scheme 2,132, ,110.0 Savings 5, Table 2.3: COBA LT results casualty summary Scenario Severity Casualty summary Without scheme Fatal Serious 5,873.7 Slight 57,603.0 With scheme Fatal Serious 5,857.7 Slight 57,445.3 Savings Fatal 1.1 Serious 16.0 Slight Figure 2.2 shows the distributional of the scheme on road traffic accident costs, by link, on a thematic map. The colours indicate: Blue links with accident cost benefits (benefit value higher than 5) Red links with accident cost disbenefits (benefit value smaller than 5) Grey other links minimal or zero changes (benefit value between 5 and 5) 2 3

17 SECTION 2 ROAD TRAFFIC ACCIDENTS Figure 2 2: COBA LT analysis accidents cost on links 2.6 Summary The full assessment of the likely road traffic accident s of the MetroWest Phase 1 show that there will be a neutral on accidents in the West of England area. 2 4

18 SECTION 3 Physical Activity 3.1 Introduction There is increasing recognition of the interrelation between transport, the environment and health 1. Transport can affect levels of physical activity. Physical inactivity is a primary contributor to a broad range of chronic diseases such as coronary heart disease, stroke, diabetes and some cancers 2. Physical activity also has an important role to play in preventing weight gain and obesity and improving mental health. Health implications of transport proposals can be identified by assessing changes in the opportunities for increased physical activity through cycling and walking. More walking and cycling can also give benefits by improving the physical environment within communities, in turn helping to foster community spirit, with implications for health. The proposed scheme accounts for cyclists, pedestrians and even equestrians by delivering and planning for measures to minimise the interaction between these modes and motorised traffic (including trains). The measures provided for Non Motorised Users (NMUs) that will be delivered as part of the scheme ensures that the opportunity to undertake trips through active modes will be enhanced. 3.2 Works affecting NMUs The following is a summary of the works that will have an on NMUs and have therefore been considered in the Physical Activity Assessment Portishead In order to accommodate the new station at Portishead, a number of alterations will be undertaken to the public highway which will include various formal and informal pedestrian crossings and cycling route enhancements as follows: Construction of new roundabout will include controlled parallel crossings on the Harbour Road and Phoenix Way arms (Figure 3.1 in the TA); A toucan crossing across Quays Avenue is proposed which will link the new bus stops that are planned to the south west of the station site (Figure 3.1 in the TA); A new shared use path that will run parallel with Harbour Road and will provide the principal pedestrian and cyclist access from the station towards the town centre (Figure 3.1 in the TA); A new shared pedestrian and cycle path will be constructed across the new railway line, which will connect Quays Avenue with the new pedestrian and cycle bridge at Trinity Primary School; Extension of shared footway and cycleway on the west side of Quays Avenue (opposite junction with Galingale Way) to the existing crossing west of the junction with Conference Avenue; and A new pedestrian and cycle bridge to the east of Portishead station adjacent to Trinity Primary School that will replace the current permissive at grade crossing. This will promote route continuity between Trinity Primary School and residential areas on the north side of the new railway line and the residential area to the south of the line. 1 Road Transport and Health, British Medical Association, Dept. of Health 2004 At Least Five a Week A report from the Chief Medical Officer 3 1

19 SECTION 3 PHYSICAL ACTIVITY Sheepway The existing permissive path that forms part of National Cycle Route No. 26 will be diverted to accommodate the new maintenance compound at Sheepway. The path will be relocated to run along the outer edge of the new compound, with an entry point off Sheepway to the north of the bus stop to minimise conflict between cyclists and vehicles. The cyclepath will be 3 m wide, surfaced with gravel, and separated from the new compound by a security fence Public Rights of Way south of Portbury Dock The existing cycling infrastructure (forming part of National Cycle Network 26) under the Royal Portbury Dock Road Bridge, Marsh Lane Bridge and the M5 Bridge will be realigned and rebuilt to allow both the permissive cyclepath and railway to pass under the structures. The width of the cycle path will be increased from between 1.8 and 2.03 m at present to between 2.5 and 2.65 m. Cycleways will be segregated from the line by appropriate fencing. On Royal Portbury Dock Road, an uncontrolled bridleway (LA8/66/10) crossing will be provided over the road, comprising a holding area on both sides of the carriageway connecting to the bridleway and fenced along their outer boundaries. The equestrian can wait safely back from the road until there is a suitable gap in the traffic before crossing. Works to National Cycle Route 26 are also proposed in the vicinity of the M5 underbridge. In this location NRIL has granted a license for NCR 26 to pass under the M5 alongside the railway and join National Cycle Route 41 between Pill and Avonmouth. The licensed route connects to a bridleway (LA8/67/10) on the north side of the railway and M5, which does not cross under the M5, but terminates beneath the Avonmouth Viaduct of the M5. Although no licence or PRoW exists, equestrians currently use the cyclepath to pass under the M5. Consent is proposed to be sought for works to allow for the extension of bridleway LA8/67/10 north of the M5 underbridge to connect with NCN 41 to the east of the M5 that connects with Pill. The extension will provide a safe route for horses and other bridleway users away from the railway. The bridleway, if constructed, would be 3 m wide with a maximum gradient of 1 in 12. On the southeastern side of the M5, the new bridleway would be raised above existing ground levels due to the marshy conditions. The existing licensed route under the M5 is intended to be re provided for and will (subject to Network Rail granting a new license for its use) be available for pedestrians and cyclists, separated from the railway by security fencing Ashton Vale The existing permissive crossing at Barons Close has been temporarily closed as part of the AVTM MetroBus Scheme. MetroWest Phase 1 is proposing to close this crossing permanently as part of the DCO Scheme. Alternative access will be provided via a new pedestrian and cycle ramp, thus providing a replacement pedestrian and cycling route following the closure of Baron s Close pedestrian crossing. The ramp is an integral part of the scheme and will accommodate the increased frequency of the barrier down times as a result of the passenger service. Time previously spent waiting to safely cross the Barons Close at grade will now be replaced by physical activity whilst travelling on the footbridge ramps. 3.3 Reporting Physical Activity Impacts in the Appraisal Summary Table In preparing inputs for the Appraisal Summary Table (AST) the changes in the extent of walking and cycling should be estimated using forecasting tools or methods where walking or cycling measures are key to the intervention being considered. In schemes that are demonstrated to have a relatively insignificant on physical activity, such as MetroWest Phase 1, it will be satisfactory to enter a qualitative indicator in the AST, showing 3 2

20 SECTION 3 PHYSICAL ACTIVITY separately the forecast changes in the numbers of cyclists, pedestrians and equestrians. In this context, insignificant means that the s are recorded as neutral, or in some marginal cases, slight. Where the s may be larger, monetisation should be undertaken. This includes interventions that may, for example, ease travel by motorised modes and encourage car use rather than active modes Calculating Physical Activity Impacts For calculation of physical activity s, an estimate of the following was provided: The number of persons walking, cycling and on horseback affected (based on Non Motorised User (NMU) surveys); and Changes to journeys times as a result of the scheme (calculated from distance and speed along the specific route). This methodology estimates the benefit to the population using active modes for any level of activity, not just those achieving a specific threshold. There are these considerations for new and existing users: For any new walk and cycle trips (shifting from mechanised modes) there will be some health benefits to each individual; and For existing walk and cycle trips, health benefits may change where the duration of travel may change (e.g. removal of severance on a specific route to decrease journey times) Assessment of Impact of Active Modes Where active modes are not explicitly modelled and the on them is relatively small, a proportionate approach should be used to assess these s. This is often reported qualitatively using the standard seven point scale in the Appraisal Summary Table (refer to Table X) as described in TAG Unit A5.5 Appendix A. This is in line with guidance in Design Manual for Roads and Bridges (DMRB) Volume 11 Section 3 Part 8, which provides details of the assessment of the on pedestrians, cyclists, equestrians and others. Combining the number of active mode users affected (number of persons) with how much they are affected (in minutes) in each case is sufficient information to formulate an overall assessment score (in person minutes ) for transport economic efficiency s on active mode users. This approach involves developing a schedule, for each important route, of changes in typical journey lengths (times and distances) and likely changes in travel patterns, with an estimate of the number of people affected in each case. Using the information in the worksheet, the assessment score may be obtained using the following guidelines. Define the changes in journey times as: small (less than one minute), moderate (between one and two minutes) and large (greater than three minutes) and the numbers of travellers affected as: low (less than 200 in total), moderate (between 200 and 1000) and high (greater than 1000). Then the assessment can then be based on the following matrix (shown in Table 3.1) of s where beneficial s occur if journey times are reduced or s if journey times are increased. Table 3.1: Qualitative 7 point scale of s on active modes Travellers Affected Journey Time Changes Low Moderate High Low Neutral Neutral Slight Moderate Neutral Slight Moderate High Slight Moderate Large 3 3

21 SECTION 3 PHYSICAL ACTIVITY Existing NMU data Data obtained during numerous surveys has been used to estimate the likely number of NMU s that will be affected by the scheme. NMU surveys have been undertaken at three specific locations at different periods along the Scheme alignment as follows: Within Portishead; On NCN Route 26 to and from Pill; and Ashton Vale Road. The data obtained during the surveys are summarised in Tables For further detail about the surveys refer to section of the MetroWest Phase 1 Transport Assessment (TA). Table 3.2: Cycle Path (NCR 26) users between Portishead and Pill Location NCR 26 Pill to Portishead NCR 26 Portishead to Pill Note: Data based on 7 day average over a 24 hour period Table 3.3: Summary of NMU count data in and around Portishead Location Time Period Pedestrian Cyclists Equestrians Trinity Footbridge 7am 10am Trinity Footbridge 2pm 6pm Quays Avenue 12 1pm NCN 26 (Sheepway) 10am 3pm NCN26 (Portbury) 10am 3pm Note: Data based on 2 way movements Table 3.4: NMUs at Ashton Vale level crossing Pedestrians Cyclists Ashton Vale Industrial Estate (2 way) Note: Based on data collected between 6 am and 7 pm on a weekday In the absence of local data, the following assumptions have been made about average journey speeds: 5 km/hr for people on foot, 10 km/hr for equestrians and 20 km/hr for cyclists Summary Based on the assessment undertaken, the overall of the scheme on physical activity, is considered to be slightly beneficial. 3 DMRB Volume 11 Section 3 Part 8. Pedestrian, Cyclists, Equestrians and Community Effects 3 4

22 SECTION 4 Security 4.1 Introduction The security assessment has been undertaken in accordance with WebTAG guidance and assesses how the Scheme will the level of security for transport users. The s on the security of road users, public transport passengers and freight has been presented in the Appraisal Summary Table (AST). For public transport passengers, guidelines for railway stations and public transport operators (DETR, 1998) raises a number of key security issues and gives guidance on design and management practices. These are broad ranging and a number of issues relevant to the Scheme have been included in the security indicator list in Table 4.1. Although there are no formal guidelines for road users, indicators in the table can be readily applied to road users. Points to note when considering these security indicators in relation to road users are: Road users are more vulnerable to crime in circumstances where they are required to stop their vehicles or travel at slow speeds, such as at the approaches to signals or in congested conditions; Road users are more vulnerable to crime at locations where they are required to leave their vehicles, such as at service stations, car parks and so on; and The importance of each indicator is likely to vary according to the location and nature of the road; for example: emergency call facilities are likely to be more important than surveillance when considering a rural road. For freight, security at the terminal or interchange should be assessed under journey quality s. As for road users, the indicators shown in the table may be interpreted for application to other aspects of freight movement. Table 4.1: Security Indicators for public transport passengers Security Indicator Poor Moderate High Site perimeters, entrances and exits Unmarked or poorly marked site perimeters, exits, etc. Attention to boundary and exit marking, but otherwise unfavourable use of materials. Clearly marked site perimeters/exits. Use of open fencing rather than solid walls. Formal surveillance CCTV system in place, but number, location of system not optimal. Poor design, which discourages staff surveillance. Effective CCTV system in place. Design to encourage staff surveillance and group passengers. CCTV system in place, but number, location of system not optimal. Poor design, which discourages staff surveillance. Informal surveillance Poor use of materials (fencing etc) and design. Poor visibility from site surrounds. Very isolated from retailers or other human activity. Unfavourable use of materials (fencing etc) but reasonable proximity of retailers or other activity. Poor use of materials (fencing etc) and design. Poor visibility from site surrounds. Very isolated from retailers or other human activity. Landscaping Landscaping features (design, plants etc) inhibits visibility and encourages intruders. Evidence of some positive use of landscaping features (design, plants etc), but more measures needed to contribute to visibility and deter intruders. Landscaping features (design, plants etc) inhibits visibility and encourages intruders. 4 1

23 SECTION 4 SECURITY Table 4.1: Security Indicators for public transport passengers Security Indicator Poor Moderate High Lighting and visibility Poor design including recesses, pillars, obstructions etc., which hinder camera/monitor view. Poor or no lighting in passenger areas at night when facility open. No or poor lighting on any signing, information or help points. Design includes some recesses but not problematical to camera/monitor view. Lighting in passenger areas at some, but not all times when facility open. Lighting not to daylight standard. Attention to lighting on signing, information and help points. Poor design including recesses, pillars, obstructions etc., which hinder camera/monitor view. Poor or no lighting in passenger areas at night when facility open. No or poor lighting on any signing, information or help points. Emergency call No or very poor provision of emergency phones, help points and public telephones. Little provision or information on emergency help procedures. Basic provision of emergency phones, help points and public telephones. Improvements to these and on emergency help procedures needed. No or very poor provision of emergency phones, help points and public telephones. Little provision or information on emergency help procedures. 4.2 Scheme Design The proposals have been designed to ensure that there are no s upon the security of transport users. Overall, the provision of better lighting, footways, and route continuity will all help to reduce levels of transport related crime and affect a range of social groups across a vast geographical area. The investment in the existing transport network will help to enhance public perceptions of security Along the line The scheme will not alter the existing alignment of the line, which is relatively straight with good sight lines and no hidden sections for pedestrians or stopped vehicles. There are a number of permanent maintenance and emergency access points proposed as part of the scheme, whilst surveillance provisions are considered to be broadly consistent with the baseline. No s are expected, but there will be some moderate benefits associated with the new footbridges at Trinity Primary School and Ashton Vale, and the formalising of these routes. The presence of the line between Portishead and Pill will improve security for users of the PRoWs. The same will apply to the PROW through Avon Gorge, due to the presence of passenger trains in addition to the existing freight trains At the stations Although the addition of rail stations can enhance security of an area by providing formal and natural surveillance, these benefits are tempered by the reality that rail stations can also attract criminality regardless of the measures to prevent this. The DfT Secure Stations Scheme (SSS) provides an incentive to station operators to improve security and provide reassurance to passengers and staff. There are four accreditation criteria: The design of the station must conform to standards judged by the local British Transport Police (BTP) Crime Reduction Officer to prevent and reduce crime and improve passenger perceptions; The management of the station must enable you to take steps to prevent crimes, respond to incidents, and communicate effectively with passengers; 4 2

24 SECTION 4 SECURITY Crime statistics for the station over the twelve months prior to the inspection must show that you are managing crime; and A survey of when using the users must show that, on the whole, passengers feel secure station. The SSS recognises that security can be improved both through physical design measures and through management practices. Many stations are old and were designed without personal security in mind. In such cases operators will need to make whatever improvements are possible (through, for example, lighting and signage) and take steps to manage the problems that remain. The design of a new station (in this case Portishead) or a major refurbishment (in this case Pill) will provide an opportunity to incorporate good practice in the features of the physical environment. Even so, management practices which give priority to preventing crime and providing a reassuring environment will be crucial to ensuring that the stations are (and remain) secure Portishead Portishead station will be the terminus of the new service and will be located to the southeast of the Quays Avenue, Harbour Road and Phoenix Way roundabout. The station will be staffed and will comprise of a canopy structure sheltering the station building and a section of the single platform. The building will include a ticket and waiting area and public toilets. CCTV, public announcement speakers and a communications mast will also be located on the platform, which will be lit by luminaires on lighting columns at 15 m spacing along the platform. The scheme will provide two car parks: one to the immediate north of the station which will be accessed directly off Phoenix Way; and one to the south west of the station site and will be accessed from Harbour Road. The carpark to the north will comprise of 71 spaces, of which 13 will be designated for disabled users (close to the platform), 3 allocated to the train company and 3 for taxis. The car park will also include a covered bicycle parking area, as well as a small area for drop off movements and for taxis. The presence of staff, in addition to CCTV, lighting, appropriate signage and movement of traffic (both vehicular and NMUs) through the carpark, will help to discourage instances of anti social behaviour such as personal, vehicle or bike theft within the north car park. While the larger carpark to the south west is located more remote from the main station, the presence of lighting and CCTV will help to provide a greater sense of security for users of the service Pill Station The access to Pill station will be off Station Road on the south side of the road overbridge. The station will be a one platform unstaffed facility with a car park accessed from Monmouth Road. Passenger access to the station will be from the former station forecourt building on Station Road. The station forecourt will include three disabled parking spaces and a car passenger drop off area. A shelter by the entrance will house a ticket machine, waiting area, seating and cycle parking for about 20 bicycles. Having mobility impaired parking facilities close to the platform will greatly benefit the utility of the station for those who might find parking at the proposed car park at Monmouth Road too challenging a distance. The presence of nearby residential properties opposite the station forecourt and on Sambourne Lane will provide a greater sense of security for transport users, particularly for the more vulnerable users, such as disabled and elderly. A new pedestrian ramp will be constructed from the site of the new station forecourt to the platform. A small shelter will be provided on the platform in front of the pedestrian ramp. An emergency refuge area will be provided at the Down (Portishead) end of the platform in the event of a fire on the train in the station. Lighting will consist of about 9 no. lighting columns about 5 m high and by lighting bollards in the emergency refuge area, all at 11 m spacings. CCTV and public announcement speakers will be provided on the platform. These measures will help improve security and help discourage instances of anti social behaviour at Pill Station. 4 3

25 SECTION 4 SECURITY The pedestrian route to the station from the main car park will be via Monmouth Road and across Station Road bridge to the railway station. The car park will be lit by 7 no. lighting columns, while the presence of further public lighting and residential properties will provide transport users with a greater sense of security when travelling between the carpark and station forecourt. 4.3 Summary The analysis indicates that the security s of MetroWest Phase 1 will be neutral. The new rail stations will enhance the security of both locations by providing additional footfall, CCTV, emergency contact points and improved lighting. However, while there will be a general improvement in security of the area, rail stations can also attract crime. The scheme is therefore envisaged to have a neutral on security. 4 4

26 SECTION 5 Severance 5.1 Introduction Community severance is defined here as the separation of residents from facilities and services they use within their community caused by substantial changes in transport infrastructure or by changes in traffic flows. Severance will only be an issue where either vehicle flows are significant enough to significantly impede pedestrian movement or where infrastructure presents a physical barrier to movement. Severance primarily concerns those using non motorised modes, particularly pedestrians. To ensure a consistent approach, classification should be based on pedestrians only. The of severance on cyclists will differ for two reasons: they travel more quickly; and crossing facilities may not be available to them. Interpretation of these levels for individual modes is discussed below. Severance may be classified according to the following four broad levels. None Little or no hindrance to pedestrian movement; Slight All people wishing to make pedestrian movements will be able to do so, but there will probably be some hindrance to movement; Moderate Pedestrian journeys will be longer or less attractive; some people are likely to be dissuaded from making some journeys on foot; and Severe People are likely to be deterred from making pedestrian journeys to an extent sufficient to induce a reorganisation of their activities. In some cases, this could lead to a change in the location of centres of activity or to a permanent loss of access to certain facilities for a particular community. Those who do make journeys on foot will experience considerable hindrance. Table 5.1 sets out the methodology for considering change in severance between without and with scheme situations. Table 5.1: Assessment of Change in Severance Without scheme severance scoring With scheme severance scoring None Slight Moderate Large None None Slight negative Moderate negative Large negative Slight Slight positive None Slight negative Moderate negative Moderate Moderate positive Slight positive None Slight negative Large Large positive Moderate positive Slight positive None An overall assessment for the option should then be based on the following guidelines (in each case, the assessment is: beneficial if severance is reduced; or if severance is increased): The overall assessment is likely to be Neutral if increases in severance are broadly balanced by relief of severance; The overall assessment is likely to be Slight where change in severance is slight or the total numbers of people affected across all levels of severance is low (less than 200 per day, say); The overall assessment is likely to be Large where change in severance is large, and affects a moderate or high number of people or the total numbers of people affected across all levels of severance is high (greater than 1,000, say); and The overall assessment is likely to be Moderate in all other cases. 5 1

27 SECTION 5 SEVERANCE Where significant numbers of cyclists are affected, a comment should be made in the Qualitative section of the AST, indicating whether the of severance is more or less severe than for pedestrians. 5.2 Severance Assessment The severance assessment has been undertaken in accordance with WebTAG guidance and assesses how the Scheme will severance. The reinstatement of the disused railway between Portishead and Pill has potential to cause severance to existing farm operations and influence planning developments. It is hoped that s of severance will be mitigated during the construction phase in such a way as to mitigate the effects during both construction and operational stages of the DCO Scheme. The Severance Impacts Worksheet that documents the appraisal process and outcomes in further detail is included in the WebTAG worksheets appendix. Table 5.2 outlines the locations along the Scheme where severance will be ed and the measure of mitigation proposed to reduce the severity of these s. Table 5.2: Severance s and mitigation Location Severance Alternative access arrangements Quays Avenue/ Harbour Road/ Phoenix Way roundabout Permissive crossing between Trinity PS and residential area to the south of the line New maintenance compound at Sheepway Quays Avenue severed due to proposed location of Portishead Station Permanent closure of crossing due to re opened Porrtishead Line Section of permissive path to the north of the new Portishead Line will be permanently closed to accommodate a maintenance compound. 1) Quays Avenue to be modified to re align the northern part of the road to the west; 2) Alterations to Phoenix Way; 3) Existing roundabout relocated approximately 100 metres to the west; 4) Installation of controlled crossings on the Harbour Road and Phoenix Way Arms A new pedestrian and cycle bridge will be constructed over the Portishead Branch Line Railway. The permissive path will be diverted in order to accommodate the construction of the new maintenance compound and access road on the northern side of the railway off Sheepway. The existing route is to be relocated to run along the outer edge (to the north) of the new compound and will merge with NCR26 at Sheepway. Impact Slight Beneficial Slight Negative Neutral Notes The measures provided for pedestrians and cyclists will ensure that existing communities and the anticipated major development in Portishead will not be ly affected in terms of severance by the scheme. The new footbridge will retain a safe means of access between Trinity PS and the residential area to the south of the line. Journey times will however be increased. The diverted path will maintain a safe means of access for pedestrians and cyclists. 5 2

28 SECTION 5 SEVERANCE Table 5.2: Severance s and mitigation Location Severance Alternative access arrangements 2 no. farms between Sheepway and The Portbury Hundred (A396). 1 no. field east of Marsh Lane NCR26 under the Royal Portbury Dock Road Bridge, Marsh Lane Bridge and the M5 Bridge M5 Bridge Barons Close permissive crossing 2 no. farms are served by internal tracks with three atgrade crossings across the disused track. These crossings will be severed by the new Portishead Line and permanently closed. Field will be severed due to the infilling of the Cattle Creep underbridge. Works required to accommodate both the permissive path and new Portishead Line under the Royal Portbury Dock Road Bridge, Marsh Lane Bridge and the M5 Bridge. Use of existing permissive path (NCR 26) under the M5 is not of sufficient width to safely accommodate equestrians and the new Portishead Line. The licenced route NCR26 connects to a bridleway (LA8/67/10) on the north side of the railway and M5 but the bridleway does not cross under the M5; it terminates beneath the Avonmouth Viaduct of the M5. Although no licence or PRoW exists, equestrians currently use the cyclepath to pass under the M5. The existing permissive crossing has been temporarily closed as part of the AVTM MetroBus Scheme. If NR don't bring forward plans to permanently close this crossing before the Scheme becomes operational, MetroWest Phase 1 is proposing to close this crossing permanently as part of the DCO Scheme on safety grounds. Alternative access will be provided as well as the relocation of certain items of farm infrastructure. The assumption is that mitigation will be in place before the land is severed. Alternative access to this land will be provided off Marsh Lane. The existing cycle path (forming part of NCR26) under the three bridges will be realigned and rebuilt to allow both the permissive route and railway to pass underneath. The cyclepath will be segregated from the line by appropriate fencing. Consent is proposed to be sought for works to allow for the extension of the bridleway LA8/67/10 north of the M5 underbridge to connect with NCN 41 to the east of the M5 that connects with Pill. The extension will provide a safe route for horses and other bridleway users away from the railway. Alternative pedestrian access will be provided, using a pedestrian and cycle path (currently under construction by the MetroBus scheme) linking to the Ashton Vale Road level crossing and the proposed MetroWest Phase 1 pedestrian/cycle ramp. The pedestrian and cycle ramp is an integral part of the scheme and will accommodate the increased frequency of the barrier down times as a result of the passenger service. Impact Slight Negative Slight Negative Neutral Slight Negative Moderate Negative Notes Details of alternative means of access are currently unknown. It is however likely that journey times between land on both sides of the new Portishead Line will be increased. Journey times between land on both sides of the new Portishead Line will be increased. Journey times for equestrians will be increased. While the proposed footbridge will benefit pedestrian and cyclist safety, the proposed ramp will result in longer journey times between Ashton Vale Industrial estate and Winterstoke Road. 5 3

29 SECTION 5 SEVERANCE 5.3 Summary The improvement works proposed along the Portbury Freight Line between Pill and Parson Street Junction are associated with operational railways, so there will be no new severance with the exception of the closure of Barons Close crossing. However, some land will be required for the emergency access to the tunnels, which includes agricultural land at Pill. This analysis indicates that the severance s will be overall slight negative relative to existing conditions. 5 4

30 SECTION 6 Journey Quality 6.1 Introduction This assessment focuses on how the Scheme will on the journey quality for users. The assessment has been undertaken in line with TAG Guidance A4.1 on Social Impact Appraisal. Journey quality is a measure of the physical and social environment that is experienced when travelling. The number of factors can be wide ranging such as the level of crowding on trains, the provision of information, perceptions of personal safety and the ease/convenience of using the route by that mode. Journey quality can have an important influence on travel choices. Poor quality may dissuade users from using specific modes but conversely users may be willing to pay extra for certain elements of a journey. This can all on the overall generalised cost of journeys. The TAG guidance states where improvements are primarily geared towards improving journey quality then a quantitative assessment may be desirable. Where quality may be regarded as a lower priority, then a qualitative assessment can be used. Given the aim of the MetroWest Phase 1 Scheme is to increase rail services, a qualitative assessment has been undertaken. The TAG guidance identifies three main components of journey quality as follows: Traveller care This focuses on the general transport environment such as cleanliness, facilities, the provision and quality of information, smoothness of the ride and the extent of overcrowding; Travellers view Largely based on the views of both the townscape and landscape during the journey; and Travellers stress This is based on the convenience of the journey including the ease of using the route. In this assessment, the main elements of the Scheme have been divided into two the first, increased frequencies on the Severn Beach line and local stations to Bath and the second, introduction of passenger rail services to Portishead and Pill. This is to recognise that journey quality is likely to differ between the two elements based on existing transport conditions. The first comparing existing rail services and other modes whereas the second is focused on the new rail service against other transport modes. The TAG guidance outlines the overall score for journey quality. Broadly, a neutral assessment is where all or most of the sub factors are neutral or balance each other out. If there is a net improvement, this is deemed beneficial or conversely where factors have worsen. 6.2 Traveller Care Increased frequencies on Severn Beach line and local stations to Bath The greatest benefits to traveller care are likely to be crowding on trains. The improved frequencies are likely to reduce the extent of overcrowding on both lines particularly during peak periods. Whilst passenger demand will increase as a result of the improved service, the additional number of services will partially offset the extent of overcrowding. With other aspects of traveller care such as cleanliness, facilities, information and environment there is likely to be no change for existing rail users. The introduction of Class 165/166 trains on West of England local services is not dependent upon the Scheme. These will be in place at the outset of the Scheme but are an improvement on the existing 150 class trains. 6 1

31 SECTION 6 JOURNEY QUALITY For users transferring from other modes, the main changes to traveller care relate to the differences with rail. There will be beneficial s in terms of comfort such as seating arrangements and smoothness of rides but this may be offset by more people using the services Introduction of passenger rail services to Portishead and Pill There will be a beneficial arising from the new option to travel to and from Portishead and Pill by rail. As stated above the main change will be compared to other transport modes will largely revolve around comfort such as seating arrangements and the smoothness of the ride. There will also be benefits from the facilities at the new railway stations. 6.3 Traveller Views Increased frequencies on Severn Beach line and local stations to Bath There will be a neutral arising from the Scheme on traveller views as no significant changes are proposed to physical infrastructure along both lines Introduction of passenger rail services to Portishead and Pill There will be a beneficial to traveller views arising from the opening of the line to Portishead. The route of the line through the Avon Gorge Site of Special Scientific Interest (SSSI) should offer views of the gorge itself, the River Avon, woodland and the Clifton Suspension Bridge. However, the line will go through three tunnels which will reduce the overall of traveller views. 6.4 Traveller Stress Increased frequencies on Severn Beach line and local stations to Bath There is likely to be a beneficial to the ease and convenience of the route from improved frequencies. An increased level of service is likely to reduce the level of passenger frustration about making good progress on the route particularly with late running or cancellations given the existing lower frequencies on both lines. For users transferring from other transport modes, there will be minor benefits arising from improved perceptions of rail being a viable and convenient option on that route. The provision of accessible travel information and a good safety record on the rail system should all contribute to the benefits Introduction of passenger rail services to Portishead and Pill There is likely to be a beneficial to traveller stress from the introduction of rail services. The provision of a new public transport option and the convenience of reduced travel times compared to both road and existing bus services will bring benefits to making good progress along the route. The integration of Portishead and Pill stations into the national rail network using existing communication portals will bring improvements in the availability of information. The TAG Journey Quality Impacts Worksheet that documents the appraisal process and outcomes is presented in the WebTAG worksheets appendix. 6.5 Summary The analysis suggests that improved frequencies on the Severn Beach line and local stations to Bath will help reduce the extent of overcrowding and lower traveller stress by improved ease and convenience. The analysis also suggests that there will be neutral s on other factors such as cleanliness, facilities, information and traveller s views. 6 2

32 SECTION 6 JOURNEY QUALITY With the introduction of passenger rail services to Pill and Portishead, there will be larger beneficial s such as new facilities at the railway stations, smoothness of ride, traveller views and integration into existing national railway information portals. Based on the evidence, it is concluded in the AST that MetroWest Phase 1 will result in a moderate beneficial in respect of journey quality. 6 3

33

34 SECTION 7 Option and Non use Values 7.1 Rationale Option value is the willingness to pay to preserve the option of using a transport service, which is new or not currently used, over and above the expected value of any future use. In the context of this scheme, it is the additional benefit of a rail service being added to existing buses. An assessment of option values has been undertaken as the scheme includes new rail stations and the reopening of a disused passenger rail line. This will change the availability of transport services in the West of England area, by adding a new mode (local rail) to the existing public transport offer, and supplementing existing bus services. Option values are particularly apposite in the appraisal of new services and infrastructure, especially if the scheme being appraised is introducing services where there were none before. In the context of MetroWest Phase 1, option values are relevant through the Portishead line s reopening introducing a new mode. The calculation of monetised option values is based on WebTAG Unit A4.1 section 7, using parameters from Table A4.1.8 from the WebTAG databook (July 2017, reproduced as Table 7.1) Table 7.1: Option and non use values from TAG databook Source: Table A4.1.8, TAG_data_book_jul_2017.xls Mode Value per household per annum Option value & non use value Excluding non use value Mixed mode package Train Bus Train and bus The methodology follows the calculations based on monetising the reopening of a local rail station, in a location with an existing bus service. This uses the difference between the train and bus values excluding non use. Monetised option value calculations have also taken into account the comparative levels of train and bus services, scaling these values by 40%, as prevailing bus services are more frequent than the train, and likely to remain so after the railway re opens. 7.2 Calculation Table 7.2 shows the calculations of monetised option values. Populations affected are the sub 2km catchments of the new stations at Portishead and Pill, as used in the demand forecasts (i.e. including adjusted catchments to reflect linkages to the stations). The total MetroWest Phase 1 option value calculated is 25.48m over a 60 year appraisal period. This is not included in the AMCB table for the scheme, but is reflected in the adjusted BCR. Table 7.2: MetroWest Phase 1 monetised option values Source: Census, TEMPRO, Demand models & TAG databook Location Population affected Annual value Appraisal period (discounted) Portishead 20, m 19.61m Pill 6, m 5.87m Total 26, m 25.48m Note: Populations are drawn from new stations demand model, the direct catchments of the stations within 2km 7 1

35 SECTION 7 OPTION AND NON USE VALUES Whilst recognising that the values assessment is very sensitive to the size of the population affected by the proposals, the calculations suggest that the nature of the change in service will have a beneficial on the population of the area. 7 2

36 SECTION 8 Accessibility 8.1 Introduction Individuals without access to a car are reliant on public transport, walking and cycling to access jobs, services, education and health. Outside major cities, many services are not available within acceptable walking and cycling distance and, in the absence of good quality public transport, people can be classified as transport excluded. This can lead to social exclusion, and is particularly acute when there are limited or no opportunities to travel by means other than car, for those households and individuals with no access to a car. MetroWest Phase 1 will not provide wholly new accessibility for areas where there is no public transport at present, as it is a combination of enhanced services on existing rail lines and a new rail service to places currently only served by bus. It will therefore generally enhance the public transport offer across the area served, albeit more substantially enhance the public transport offer in Portishead and Pill. The area served by MetroWest Phase 1 covers much of the WoE, and improves services at 15 existing stations, as well as introducing two new stations to the rail network. The rail network provides linkages to key facilities across the WoE, including employment (in particular Bristol and Bath city centres, Temple Quarter Enterprise Zone and Avonmouth/Severnside), health facilities (notably the hospitals in central Bristol), education (several stations are located near schools, and existing Severn Beach line trains are already well used by scholars) and retail areas (Clifton Down, Portishead, central Bristol). 8.2 Existing stations Service levels at the existing stations ed by MetroWest Phase 1 are either 1 train per hour (every 60 minutes) or a train every 40 minutes, both of which will be improved a train every 30 minutes. Measuring accessibility is typically accomplished with reference to access journey times to key socially necessary facilities (such as employment, education, medical services and food shopping) at different times of the day. In effect, increasing the service frequency will not specifically address journey times, though if the whole journey is considered, and an allowance for waiting times incorporated, this will result in de facto improvements in generalised journey times of minutes. Another measure of accessibility is an index of accessibility such as PTALS, which were defined for and used extensively in London, though such indices are not considered appropriate for MetroWest Phase 1 assessment. 4 Overall therefore, MetroWest Phase 1 will improve accessibility across the WoE area through generalised journey time improvements from enhanced services. This has not been quantified or monetised, as the improvements are relatively small, widespread, and not specific to particular movements or journey opportunities. 8.3 New stations The opening of two new stations represents a more specific benefit to two communities, with more than 40,000 people in and around Portishead and Pill being brought into the catchment of the rail network. As noted earlier though, as there are already bus services in these areas, so accessibility 4 Public Transport Accessibility Levels (PTALs) are a detailed and accurate measure of the accessibility of a point to the public transport network, taking into account walk access time and service availability. PTALs reflect walking time to public transport stops/stations, service availability, reliability and frequency, but does not consider routeing of services, crowding and interchange. The PTAL methodology was developed for London where a dense integrated public transport network means that nearly all destinations can be reached within a reasonable amount of time. 8 1

37 SECTION 8 ACCESSIBILITY improvements are manifest in journey time and opportunity improvements. There is already a large amount of out commuting to nearby centres from Portishead, particularly Bristol, and while use is made of the current bus services, these suffer from unpredictable journey times as a result of congestion on the one main road (A369) out of Portishead, linking to the M5 at junction 19. At peak times, the A369, M5 junction 19, and the Bristol end of the A369. The opportunity to use a rail service in addition to (or instead of) the bus service provides improved access to jobs and services on offer in the city. This is illustrated in Figures , that show journey time contours for trips to central Bristol, as follows: Figure 8 1 shows accessibility to the Temple Meads area by rail only (with walk only access to stations) in the weekday AM peak, with existing rail services; Figure 8 2 shows accessibility to the Temple Meads area by rail only (with walk only access to stations) in the weekday AM peak, with MetroWest Phase 1 services to Portishead; Figure 8 3 shows accessibility to the Temple Meads area by all public transport in the weekday AM peak, with existing rail services; Figure 8 4 shows accessibility to the Temple Meads area by all public transport in the weekday AM peak, with MetroWest Phase 1 services to Portishead; Figure 8 5 shows the same information as Figure 8.3 for access to Bristol City Centre; and Figure 8 6 shows the same information as Figure 8.4 for access to Bristol City Centre. In each example, there is an increase in the area covered by lower journey time contours, though this is more noticeable when rail only accessibility is considered, and more generally also for trips to the Temple Meads area, compared to trips to Bristol city centre. This is unsurprising as a result of the proximity of this area to the station, and more favourable routeing of bus services (to/from Portishead) near the city centre. However, note that these maps do not take into account the potential journey time variability that bus services can suffer as a result of traffic congestions, and are therefore represent best case public transport access without MetroWest Phase Summary MetroWest Phase 1 will generally enhance the public transport offer in area served, particularly around locations near existing stations, thus improving links to key services. There is a more substantial enhancement to the public transport offer in Portishead and Pill. Overall, MetroWest Phase 1 is assessed to have a slight beneficial on access to services. 8 2

38 SECTION 8 ACCESSIBILITY Figure 8 1: Accessibility to Temple Meads area existing (AM peak, rail only, walk to station) Figure 8 2: Accessibility to Temple Meads area with MetroWest Phase 1 (AM peak, rail only, walk to station) 8 3

39 SECTION 8 ACCESSIBILITY Figure 8 3: Accessibility to Temple Meads area existing public transport (AM peak) Figure 8 4: Accessibility to Temple Meads area with MetroWest Phase 1 (AM peak) 8 4

40 SECTION 8 ACCESSIBILITY Figure 8 5: Accessibility to Bristol City Centre existing public transport (AM peak) Figure 8 6: Accessibility to Bristol City Centre with MetroWest Phase 1 (AM peak) 8 5